Means for regulating the supply of combustible mixture to internalcombustion engines



STIBLE Sept. 8, 1925;n

DURRANT ET AL Y 0F GOMBU NGINES 2 Sheets-Sheet l A. A. M. MEANS FOR REGULATING THE SUPPL MIXTURE TO INTERNAL COMBUSTION E Filed Dec. 8L 1923 /OWM 1* M:

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MIXTURE TO INTERNAL COMBUSTON ENGINES Filed Dec. 8I 1923 2 Sheets-Sheet yfr? lll l @-63% i l 55 -gL//Zf F.' 1| 'illi l 7r`w, n HW w1 56 \61,5 WIM m mmh 1 l y l lll" LJ 57 IYYENTOR6.

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Patented Sept. 8, 1925.

UNITED STATES PATENT OFI-'ion j ALBERT ARTHUR MOLTENODURRANT ANB OWEN WILLIAM' JOSEPH WATSON, OE OIIISWIOK, LONDON, ENG-LAND,v AsSIGNORs To THE LONDON GENERAL OMNIBUS COMPANY, LIMITED, OEWESTMINSTER, LONDON ,V'ENGLAND, A BRITISH OOMBANY.

MEANS FOR REGULATING THE SUPPLY OE' COMBUSTIBLE MIXTURE TO INTERNAL- i OOMBUSTION ENGINES. o

`Appnamon med December s, 1923. serial No. 679,385;

To all 107mm it may concern:

Beit known that we, ALBERT ARTHUR MoLTENo DURRANT, -a subject of` the King of England, and OWEN WILLIAM J OSEPH WAT- SON', a'subj'ect of lthe'iK-ing of England, both Y residing at Chiswick, London, England,y

have invented certain new and vuseful Imi provements in Means for Regulating the Vnlng of the engine at low compressions, i. e.

when the throttle is only partly open, is obtainable, but as' the engine compression increases, i. e; when the throttle approaches to and reaches full opening, this higher temperature ofthe carbureted mixture becomesundesirable as it entails'undesirable diminution in the quantity of mixture admitted to the cylinder. These considerations are taken care ofaccording to-the present in- ,'An object of the invention isfto control the supplies `of cool Aand heated air, and in so controlling these Supplies to the engine carburetor 20 as'the engine compression increases the 'temperature of the air supply decreases.' vThe apparatusfor carrying out lthis methodlconsist's ofacailoi'iretor for thev engine with .means yfor supplying cool air thereto,meai1s for supplying heated air thereto, and areg`ulating-device.control- -ling bOthof'said supplies to vary therelative proportions thereof and: consequently the temperature Of'the air usedby the carburetor. Thus it will begseengthat' for all degrees of engine compression it will-be possible to work with the most suitable temperature ofv the combustible mixtureg;

It is affeature of theinvention to provide for variable relative motion to- .Occur beitself may .take many different forms.

tween the main throttle and the device which controls the supplies of cool and heated air. For instance in some-circumstances it will be .preferred to arrange that the movement of the main throttlev from closed position to Some position intermediate its yclosed and fullyopened lpositions` (forexample to its half-way position) is without any corresponding effective operation of the said reguflating-devicel In other words up to say the half-way positiongof the main throttle the supplyof air would be entirely from the heated source .and from thence to the `full openpositi'on'of the throttle the temperature y.of the air vwould be gradually decreased.

Suitable multiplying gear may be -incorporated in theconnections between theregulating-device .and the throttle' to provide* for vthis orany other "state'of aifairs.

For afmore complete understanding of the invention there will now be described,y by way of example only `and with-reference to the accompanying drawings, several constructional forms of apparatus-according to lthe invention. Itis to beunderstood, however, that vthe invention is not restricted 'to theprecise constructional details 'set forth. AIn these drawingsz'- A I Figure-1 is a vertical Section showing the main throttle of an engine with one form of regulating-device according' to the invention applied thereto. f n v 5 Figure 2 isa section on the line 2-2 of Figurel.

` Figure 3 is a Sectional view showing a muf surroundingy an engine exhaust pipe whereby a `supply offheatedfair may be Obtained for the carburetor.A r. o f #Figure 4 is an elevation, part-ly'in section on the line Ll-fl:*ogFigure 5,- Of another formr vot carburetor andi-regulating-device accordiing tothe invention, and

Figure 5 is aplan viewiofthe parts shown in Figurel. A' f Like :reference lnumerals indicate, like parts throughoutthe drawings. g f f It-.will be V understood that the apparatus mayponstitute .an afjabmlll `to -an existing carburetor or it may be embodied as a part of the carburetor itself.

In the construction shown in Figures 1 and 2, the carburetor jet is shown at 10 and the main throttle of the engine-at 44. yThe latter has a stem extending from it by which it is operated and a spring 13 is provided which keeps the throttle head pressed against the part 14 of the casing in order to prevent leakage. Loosely mounted upon the stem 45 is an air-regulating valve 46 which is in the form of a rotary plug Yvalve, like the, throttle valve. The valve 46 carries a stud 47 to which one end of a coiled spring 48 is at` tached the other end of this spring is anchored to a stationary part of thefcasing. The valve 46 also has formed upon it an abutment 49 two positions of which are shown in Figure 2. This abutment lies at the opposite side of the valve 46 to the side at which the spring 48 is mo-unted. Adjacent the abutment 49, and intended to cooperate therewith, is a pawl 50, two positions of which are also shown in Figure 2. The pawl 50 is pivoted at 51 in a stationary part of the casing andY it will be seen that the pivot is situated nearer one end of the pawl than the other. The extreme end of the longer part of the pawl is intended to bear against the abutment 49 and the spring 48 operates to keep these two parts in engagement with each other. The shorter part of the pawl 50 is intended Vto co-o-perate with a cam 52 upon the stem 45. Two different positions are shown in Figure 2 for the cam 52. The casing includes a hot air supply conduit 53 and a cold air supply conduit 54, these conduits being controlled by the valve 46. The hot air supply conduit may conveniently be connected to a pipe 19 (see Figure 3) leading from a muf 2O surrounding the engine exhaust pipe 21 or some other suitable conduit for heating air as it follows the path indicated by the arrows 22 in Figure 3.

Referring to Figure 2, it will be seen that the valve 46 is shown open to the hot air conduit 53 and is completely closing the cold air lconduit 54. This corresponds to the closed position of the throttle as will be seen in` Figure 1. The abutment 49, pawl 50 an-d ca-m 52 are shown in dotted lines in the position which they occupy with this f setting of the valves. As the throttle valve 44 is turned towards fully open position the point of the cam- 52 moves, in` acounterclockwise direction as 'seen in Figure 2, until it makes contact with the short end of the pawl 50. Until this occurs there will be no movement of the valve `46. Subsequently, however, the cam 52Y will move the pawl 5() and cause the nose ofthev longer end thereof to push the abutment 49 and turn the valve 46; against the control ofY the spring 48.

and the change-over to full cool supply from full heated supply takes place during the remaining two-thirds or one-half of the movement of the throttle valve.

Somewhat similar results are'obtainable with the construction shown in Figures 4 and 5. In thisv construction a hot air conduit is shown at 55 and a cold air port at 56.

This conduit and port supply a chamber 57 leading to the carburetor jet. The conduit 55 and port 56 are controlled by a flap valve 58 pivoted at 59 and operated by a lever 60 also .mounted upon the pivot 59 and controlled by a spring 61. The end of the lever 60 is chamfered off or otherwise suitably shaped at 62 to be operated by a rod 63 adjustably mounted in an arm 64 which is operated by the engine throttle valve lever. It will be understood that by adjusting the setting of the rod 63 in the arm 64 the amount and time of travelimparted to the valve 58 can be adjusted while by suitably shaping the end 62 the rate of travel can be varied as desired. The throttle valve lever may be in continuousI connection with the arm 64 or may only engage the latter at some predetermined point in its travel, as desired.

It is to be understood that the invention is not restricted to the precise constructional details hereinbefore set forth.

We claim 1. In an internal-combustion engine the combination with a carburetor of means for supplying cool air thereto, means for supplying heated air thereto, a regulating-device controlling both of said supplies to vary the relative proportions thereof and consequently the temperature of the air used by f the carburetor, and connections between said regulating-device and the main throttle. such connections comprising an arm moving with the throttle valve an-d a memberA movable with the regulating-device, the saidV member being shaped and disposedv so as to afford a differential'speed connection between the arm and regulating-device when it is engaged by the arm. f

2. In an internal-combustion engine the combination with a carburetor of means; for supplying cool air thereto, means for supplying hea-ted air thereto, a regulating-*device controllingbothl of said supplies to vary the 5 Connections comprising an arm moving With relative proportions thereof and consequently the temperature of the air used by the Carburetor7 and Connections between said regulating-device and the main throttle such l throttle valve and regulating-device.

In testimony Wh the throttle valve and a lever having one f long and one short arm whereof the latter is adapted'to be engaged by the erm onthe the former engages the ereof We lhave signed our names to this specification. v

Y ALBERT'ARTHUR MOLTENO DURRANT.

, OWEN WILLIAM JOSEPH WATSON. 

